Hand brake for railway cars



July 12, 1932- B. w. KADEL 1,867,268

HAND BRAKE FOR RAILWAY CARS Filed Dec. 7, 1926 2 Sheets-Sheet l @fw/hama gem Ku@ July 12, 1932- n B. W. KADEL 1,857,268

HAND BRAKE FOR RAILWAYACARS Filed Dec. '7. 1926 2 Sheets-Sheet 2 @LW/bww K dei Patented July 12, 1932 career BYERS W. KABEL, OF BALTIMORE, MARY'AND HAND BRAKE ron RAILWAY dans Application filed December 7, 19'26; serial No.715ao54.

This invention relates to hand brakes for railway cars or the like and has among its objects to provide an efficient brake of the gea-redtype. A more specific object is to provide a geared hand brake which may be housed in or beneath the brake step, also a geared brake in which a portion of the brake step is utilized asa portion of the gear casing. Another object is to provide al metallic brake step of improved form and construction, and

also a metallic brake step having hand brake gearing associated therewith. A still further object is to provide as a single, self-contained unit of construction a brake step and hand brake gearing, whereby the entire unit may -b'e man'tifactured and assembled remote from the railroad or car building plant and later applied to the car as a single self-contained unit.

lVith these" and other objects in View the invention consists of the formation, combination and arrangement of parts as will be herein described and claimed.

In the' accompanying drawings, which show a preferred form of the invention, Fignre 1 is a plan view of a brake step with hand brak-e gearing and other incidental parts attache-d thereto, the same being constructed in accordance with the principles of the present invention. Figure 2 is a partial front elevational view and partial vertical sectional view of the same', the sectional portion of the figurev corresponding' approximately to the irregular line 2 2 of Figure 5, Figure 3 is an end elevationalvi'ew of the salme and Figure e a `x'feiti'cal'secticnal viewv thereof taken approximately onthe line 4-4 of Figure 5. Figure is aninvert-ed plan view of the same mechanism. Figure 6^ isa vertical sectional o view on` the'line r-'eof Figure 1.

Referring to the drawings, the brake step isdenoted by the numeral 6, the same being vpreferably of cast metalconstruction. rPhe l top surface of the s'aine,n`pon which the opli 'erator stands,- is preferably roughen'ed or checkered as indicated at 7 and lightening or drain holes su'ch as 8 may be supplied.- These latter are indicated at'tlre' left hand end' of Vv Figure 1 onlyv as it is, optional whether o'r'not "o 'tlreyare supplied;` Theperiphery of the step is preferably defined by a downwardly extending marginal ila-nge or r'iby 9 which stiflfens the edges of the step and prevents the starting of an edge crack. The slight extra depth presented by this depending' flange' has also advantage of increased safety, n-ot only from the fact that the brakemans foot is not so likely to' slip under it as under the otherwise thin metallic step, but injury by striking against the edge of the step is lessA likely. In addition the visibility ofthe step, particularly by' lantern light, is increased. The brake step 6 is preferably afhxed to the car body by means of suitable' wrot iron supporting brackets 10, the rivets 11 being shown -f for securing the brackets 10 to the car' body and the rivets 1Q being' supplied for' securing the brake step to the brackets 10.- In order that the brake step maybe readily attached to the brackets 10, the step is provided withj;

suitably arranged hollow bosses 13.- The' bettom surfaces of these bosses form stools which rest upon the top' surfaces of the brackets 10, and the upper heads of the rivetsl 12 are' let into the cavities of the bosses', which cavities f comprise depressed pockets of suitable depth so that the said `upper heads of the rivets 12 do not extend above the general pla-ne ofthe top surface of the brake step.

A hand brake shaft or stati 114 of the usual Vtype is employed, this carrying at its upper extremity the hand Wheel 15 or other suitable means `for operating the brake. A- sha-ftbea'ring 16 of the usual type is also" shown,- the rivets for attaching the same to?l the car' body beingindicated at 17. The shaft 14 doesnot, as in inany brake mechanisms, extend all Y the way to the chain drum, but only to the vicinity of the brake step. A second shaft 18 extends from the brakestep'to the bottomof the car where it may be proyidedl with a chain drum 19 or other means for imparting movement and power tothe brake chain 20 of the car.Y The 'cli-ain is connected by the rivet 21tov an extended portion 22' of the' drum, this latter comprising a quick take up whereby a largev amount of slack may be taken up upon the first half-revolution of the driifn 19. The drum'1'9`s preferably or square sec-` tion for all of its length except thev slnirt ybeing of circular cross section.

f together.

bottom trunnion portion 23 which has bearing in the staff bracket 24. A cotter 25 or other fastening may be employed to retain the trunnion 23 in position` in the opening of the bracket 24. The shaft aperture through the drum 19 is of course suitably shaped to fit over the square shaft 18 and rivet ears such as 26 may be provided for a rivet 27, to secure the drum to the shaft in a positive manner so that under no conditions, even with the car turned over in a dumping machine, can the parts become accidentally disarranged.

Operatively interposed between thelowei end of the shaft 14, which may for convenience be termed the low-powered shaft, and

the upper end of the shaft 18, which latter ,may for distinction be termed the highpowered shaft, are suitable reduction gears, the preferable form being shown in the drawings. The lower end of the low-powered shaft 14 projects slightly through and below the brake step and is of square cross section, the upper portion of this shaft preferably Secured to the squared lower end of 'the shaft 14 is a gear pinion 28, the same having an axially disposed opening arranged to receive the said shaft. The opening in the pinion28 is shaped Yto conform to the shaft so that by simply dropping the shaft into the openingvof the pinion thel two parts are rotatively secured The pinion is provided with an upper hub 29 which is vof cylindrical form and arranged to have bearing within a pierced boss 30 formed on the under face of the brake step. The opening forthe accommodation of the hub 29 extends entirely through the brake step and the hub 29Vpreferably progects yslightly above the top surface ofthe step.

Threaded upon the squared lower end of the shaft 14, and lying next above the gear pinion 28 is a ratchet wheel 31. The hub of the latter is shown as extended upward slightly to accommodate a rivet 32 which passes through the same and through the shaft 14. A guard 33 is cast integral with the brake step and lthis is arranged to overlie the periphery of the ratchet wheel. The wheel being positively affixed to the shaft by means of the rivet 32 and the ratchet wheel in turn being prevented from rising by means of the guard 33, it will be seen that when the shaft is dropped through the squared openingof the ratchet wheel and into the squared opening of the pinion 28 and the rivet 32 driven the parts are locked together for positive rotation and also in a manner to prevent accidental disarrangement even when the car is turned over in a dumping machine. A holiding pawl 34 of the usual type is employed for `.engaging the teeth of the ratchetrwheel to hold the brake when the same isrbeing used. This pawl is mounted on a vertical trunnion 35 which is cast. integral withthe brake step. The trunnion is pierced to accommodate the rivet 36 which holds the washer 37 over the top surface of the pawl 34. This washer is slightly larger than the bore of pawl so that v tion 39 with upright end portions or legs 40 `which extend upto the brake step. The latter is provided with suitable hollow riveting bosses 41 which depend below the under surface of the brake step and comprise stools for the'rivet flanges 42 of the member 38. Rivets 43 are employed for rigidly securing the member 38 to the brake step at the bosses 41, the upper heads of these rivets being let into cavities of said hollow bosses, the rivet heads accordingly being depressed with respectto the top surface ofthe brake step. Tt will be noted that the rivet 36 which holds the pawl 34 in place is utilized as one of the rivets for securing the member 38 .to the brake step. This is not only anl economical construction but ties the essential parts together in more certain relationship. i

The highpowered shaft 18 is located directly beneath and in axial alignment with .the low powered shaft 14. This is especially advantageous where new brakes are to be applied to existing cars wherein the locations of the hand brake `wheel and of the chain drum must conform to existing conditions,

usuallyA represented by the single continuousv winding shaft or staff. The high powered shaft, as previously mentioned, is of square cross section. Mounted upon the upper end of the same is a gear wheel 43, the axial opening of the same being squared to fit the square shaft 18; This gear wheel is provided with a: lower cylindrical boss 44 which is rotatively positioned in a suitable opening in the bottom-portion 39 ofthe member 38. A suitable boss 45 is formed on the -member 38 and surrounds the said opening.

The pinion 28 is provided with a lower boss or trunnioii 46 which fitsV within a cooperatively formed cylindrical cavity or bearing in the upper surface of the gear thereupon. It will be seen that-the gear pinion 28 is rotatively mounted at the top in the `metal ofthe brake step while the gear wheel 43l is similarly mounted at the bottom in the member 38 rigidly secured to the brake step, and that these two gear members are socky eted together midwayy between these bearing points. And while, as will be later explained,

jthesetwo gears revolve at different speeds, yet the socketing of one within or upon the other will act to effectively support the ardjacent ends of both gear members. It will also be noted that the shaft 14 projects somewhatbelow the lower end of the bearing boss 30 and the shaft. 18 projects above the upper limit of the bearing boss in the member 38 for the gear wheel hub 44. This construction stabilizes the gear pinion 28 and gear `wheel 43 so that the socket-ing of one within the other thereof, in addition to the ample proportionsof the gear bearings themselves insures the gearingV remaining at all times in proper alignment.

In order to transmit motion and power from the gear pinion 28 to the gear wheel 43' there is provided a set of integrally connected gear members embodying a. gear wheel 46 which is arranged to mesh with the gear pinion 28 and a gear pinion 47 which in turn meshes with the gear wheel 43. As before stated, the gears. 46 and 47 are cast in tegral with each. other, the metal of the web 48 of the wheel 46 constituting also a shroud for the teeth. of the pinion 47. Integral hubs 49 and 50 extend upward and downward respectively from the gears 46-47 and comprise journals for rotatively mounting this integral member within the gear housing formed by the brake step and the rigidly attached lower member 38, the hub 49 having bearing within the bearing boss 51 formed onv the under face of the brake step and the hub 5() having bearing in a similar boss 52 formed on the. member 38. The casting comprising the gears 46.-47 and the hubs 49--50 may be cored out. as indicated at 53 to facilitate manufacture. vIt is not necessary that the journal openingfin the boss-.51 extend all the way through the brake step: and the drawings show the Hoor portion of the brake step as. extending uninterruptedly over the same at 54.. It should be'mentionedthat in Figure 5 the hidden portionsy of the several gear wheels and pinions are indicated merely by broken lines representing the pitch lines' of the. various gears..

Referring to Figure 1 it will be seen that the axis of rotation of the gears 46447 is removed outwardly ofthe car'body somewhat from that of the brake shafts. and the gears mounted thereupon, the car body being indicated in this figure as well as in Figure 3 in dotted outline. This arrangement increases the stability of the parts.r particularly of the member 38,the. resistance of the sameto-overturni-ng being increased'. It also provides a space-to the rear of the: gear wheel 46 for the location of other parts of the car. This iS desirable as occasionally it is desired by the car designer to arrange stakes, stiifenersor other members of the car 'body at about this location, and by disposing the two axes as shown and described the carl designer is left freer to arrange the other elements ofthe car to thebest advantage.

The method of assembling` .the present .brake mechanism is as follows: The hub 29 of the pinion 28 is entered in the bore of the boss 30 and the hub 49 of the rotatable member comprising the gears 46 and 47 is entered in the bore of the boss or hub 51. The gear 'wheel 43 isthen assembled in mesh with the Vpinion 47 and trunnioned on the lower end of the pinion 28.. The member 38 is thenassembled so that the bores of the hubs 45 and 52V lit over the hubs 44 and 50 respectively and the three rivets 43` are then driven. The pawl 34 is then placed overithe integral trunnion 35, the washer 37 placed on top of the same, and the rivet 36 driven, thereby completing the securing of the member 38 to the brake step with the gearing permanently contained in operativey assemblyin the housing 12 and brackets 10', the ratchet wheel 31 is laid on the step and the shaft 14 with. the hand wheel 15 already mounted dropped through the guide' 16 and the said ratchet wheel andv the rivetV 32 driven, vthereby completing the assembly of the low powered shaft. It will of course be understood that if it is desired tol use a guide V16 of a style .that will not permit the passage of the squared lower end of the shaft 14, thenthe guide 16 must be riveted to thecar after the shaft is in place. The lower or high: powered shaft 18 may be slid u-p intoy the hub 44 o-f the gear wheel43 from below, the chain drum 19 slid over the shaft and the rivet 27 driven.

The bottom support bracket' 24 is then putin place and secured to somev suitable part ofthe car. After coupling up the chain or other winding device, the mechanism is. ready to operate. 1

The operation will be readilyunderstood froni the description of the mechanism. It

` should be noted that when the hand wheel 15 is rotated in clockwise direction, which is usual when applying the brakes, the gear wheels 46-47 will be rotated at lower speed in counter-clockwise direction', and that the lower or high powered shaft 18' will be lrotated in clockwise direction at still' slower speed with consequently inreased torque.

This direction of rotation of the shaft 18 is important asmost brake mechanisms are arrangedin advance for thesame and. the. usual car repairm'an is likely to be confused'if the reverse direction. of rotation is encountered.

It should alsol be noted that. the shaft 18 is l" arrangedin axial alignment withtheshaft 14. This is important, particularly where: the mechanism is: to be appliedto existing' cars to replace. a. hand -brakethe type employingfa continuousshaft or'stafl.

l. There has thus been deseribedfa preferred form of the invention. Other forms are contemplated withinthe scope of the appended claims.

I claiinri. f .f l. A metallic brake step having a housing member rigidly attached thereto, and hand brake reduction gearing mounted between the brake step and the housing member and directly journalled in each of the saine with the end gears coaXially arranged, the ends of said housing being connected to said step at dierent distances `from a longitudinal edge thereof for improving the stability of connection.

.2. A hand brake mechanism for railway cars including a low powered shaft and a high powered shaft and reduction gearing operatively connecting-the same, armetal brake step adapted to be secured to the body of the car, said reduction gearing being located below the brake step and involving gears with ltheir axes of rotation arranged vertically and lnon-coincident, one of the said axes of rotation being located out of line with another thereof, botlilongitudinally and transversely of the car, a metal housingrigidly mountedbeneath the brake step and with said step enclosing the gearing, and hubs on the step and housing providing bearings for the gea-ring.

3. A hand brake mechanism for railway cars including a high powered shaft and an alined low powered shaft and reductiony gearing operatively interposed between the same, acast metal brake step and associated rigidly connected casting adapted to form a casing vand provide bearings for the gearing, said gearing being rotatively mounted in and located immediately beneath tlie brake step, said reduction gearing involving gear membershavin'g non-coincident axes of rotation arranged upright to the brake step, one of the axes being located farther from the car body than Aanother one thereof.

4. A handbrake Vmechanism for railway cars, including a cast metal brake step with a gear housing member rigidly secured thereto, reduction gearing arranged between the brake step and the housing member, said gearing involving a driving gear pinion and a driven gear wheel arranged beneath and in laxial alignment with the driving pinion, and ridler gears connected to a common spindle and arranged to mesh respectively with the `driving pinion and driven wheel, the said spindle being journalled atone end in the brake step and lat the-other end in the said housing member, the adjacent ends of the said driving pinion and drivenwheel being socketed one within the other, and the remote ends thereof vbeing journalism-one thereof in the brake step and the other in the housing member, and high and low powered brake shafts connected respectively kto the said drivling gearpinionand the said driven gear wheel.

5. A hand brake mechanism, including a cast metal brake step adapted to be secured tothe body ofthe railway car, the securing means involving a pair of brake step brackets carried bythe car body, the same having l'lat projecting portions arranged to support the brake step, the brake step being provided on its lower surface withbosses arranged to coni tactwith the said flat portions of the brake step brackets, and securing rivets passing rthrough said bosses and through the flat portions ofl said brackets, the brakestep being provided with depressions in its upper sur- 'face opposite said bosses, the upper heads of said securing rivets being arranged within said depressions. y

5. A hand brake mechanism for railway cars including a cast metal brake step with reduction gearing arranged `beneath tlietop surfaceof the same, a housing member removablyailixed to .the brake step, means for rigidly axing the housing member to the brake step, hubs on said gearing, and bearing"I bosses formed in the said brakestep and the said housing member, said gearing being held in operative position between the brake step and said housing member by Vsaid axing means with the hubs directly received in said bosses and the end in thefother.. .v

7. As av unitary combination adapted for independent construction and connection withV brakeV shafts, a'conibined cast metal brake step, gear housing andenclosed; geargears journalled one with- Ving comprising a cast metal brake step, a gear housing disposed tlierebeneatli, means rigidly connecting said stepv and housing, a drivinggear pinion and a'driven gear wheel disposed between the step and housing and 'axially aligned, idler gears mounted on a common. spindle and. normally meshing respectively with the driving pinion and driven `ing disposed therebeneath, means rigidly connecting said step and housing, a driving gear pinion anda drivenV gear wheel disposed between the step and housing and axially aligned, idler gearsmounted'on a common spindle and normally meshing respectively with the drivingpinion and driven wheel, said spindle being journaled in said `brake step and `housing member, said driving pinion having an upwardly opening pocket adapted to receive a low powered brake shaft and the driven wheel having a downwardly opening pocket adapted to receive a high powered brake shaft.

In testimony whereof I ax my signature.

BYERS W. KABEL. 

